Change-speed gearing



.Mlch24, 1931. G'. voN HEYMAN 1,797,740

CHANGE SPEED GERING Filed April 7, 1928 Patented Mar. 24, 19.31

i UNITED STATES AiuxrENT oFFIcE i GNTER von HEYMAN, or BERLIN-SCHONEBERG, GERMANY CHANGE-SPEED GEAR/ING Application med April?, 192s, serial No.

. This invention relates to archange-speed gearing intended chiefly for motor vehicles, but it also may be used in connection with Vmachines of various descriptions. rlhe mech- ,5 -anism is so designed that it permits quick, vconvenientand reliable operation.k It'eomprises'va combination .of change-speed gears -with a friction` coupling or other form `of rreleasableclutch, and ywith axially shiftable .l sets of cog-wheelswhich are in a certain particular connection with a planetary lgear train. Bythisarrangement, the planetary ,giearf; train is employed only at a medium speed lying `between a higher'and a lower l speed, and is actuated by effecting a braking vaction upon oneof` the gears ofthe train. The planetary gear train is arranged bef tween the' driving and driven shafts and iny such a way that one member of the train 20, ismounted upon the driving shaft while anothermember ismounted upon the driven shaft. f Y The speed maybe changed quickly by disconnecting or uncoupling the friction cou- 25 pling and instantlyv thereafterelfecting the braking action upon thebraking member of i the planetary gear train. Both these actions v may berelfected by the same .pedal lor operat- 'ingmea'nsg The cog-wheels for operating` at the third speed `can be brought `into mesh -While the motor'is driving the vehicle at the second speed. Under the arrangement, there are two parallel, but differently elfe'ctivesystems, of which the one includes the f :3D change-speed cog wheels for producing the "first and third speeds, whereas the other includesvthe planetary gear train for producing a medium speedk lying between the first and third speeds. v

In carrying out my invention in its preferred form of construction, one member Yof the planetary gear train is made in the form of a brake drum and the means for controlling the operation of the brake ldrum isr arranged a to be controlled by the samelmeans ormechanism which controls the operation of ther friction couplingv and'hence the operation ofthe c'og-wheelsfor the first and third speeds. 1

The invention consists i in the ,construction Y ing of my invention.

268,106,211@ in Germany April 12, 1927.

rand arrangementk of parts hereinafter described and claimed. n

A simple embodiment of my invention is illustrated by way of example in the accom` :panying drawing, and it willbe understood that no limitations are necessarily made to thefprecise structural Afeatures thereinex hibited, -butthat changes, alterations, and

modications within the scope of the claims may be'resorted to when-desired. y

The accompanying drawingrrepresents a longitudinal central section of a power transmission embodying the change speedgear- In the drawing, t denotes themotor shaft, b and d denote a suitable form offriction coupling, g acog-wheel connected with the coupling disk, d and shift'able upon the shaft a. g1` is a cog-wheel which meshes with: said wheelg and is keyed to a counter-shaft h to which iskeyed:v also Va cog-wheel `g2 arranged to be engagedfbya ycog-wheel 1I located upon a sleeve f1. The cog-wheel i has an external toothing for cofoperation with the cog-wheel g2 and an internal toothing forco-operation with the cog-wheel g. Said cog-Wheel i is constructed to be shifted axiallywuponthe sleeve f1 by anyssuitablemeans (none shown) such as a shiftable lever operablev by a foot 4,pedal or the like.V f

g "lf, instead of being moved into engagement` with the wheel g2, said cog-wheel be moved in the opposite direction where it will engage with the wheel g, then the shaft f will be operated at third speed.` f

The planetary gear train-comprises a bevel wheel 01` keyed to the adjacent end yof the motor shaft a, bevel-wheels 0.2 attached to the opposite `ends `of Vthe `cross-member h1 and...

Cil

meshing with the wheel c1, and a bevel-wheel c3 meshing with the wheels 02- As shown in the drawing the cross member h1 is carried by the sleeve f1 appliedto the transmission shaft f, is designed as a brake drum and it is surrounded by a cooperating brake band c. A movablerod #nl connects the brake band c with atoggle-joint-lfever m,lthe. other end of which is connected by an axially movable rod m2 with a double-,armed lever m3 engaging the sleeve or hub' connecting' the cog-'wheel' g and the brake-disk Z with eachother. The toggle-joint lever is connected also with a rod Z1 transmitting to it the power exerted upon a foot lever Z. The rods m1 and fm2 are eachprovided with a collar located'between the bearing provided foreach of Vthese rods *and co-operating with vertically 'movable "rods/0 and g hinged to the endsofa double- -armedleverfs firmly eonnectedwith a short farm Slby which either the rod 0 is moved into kthe path of the collar of the rod m1 Ior the rod gis inoved'into the path of the collar of the 'rod m2'. rEhe means lfor actuating the lever s are not shown inthis ligure. The rods o and @may also be termedloclnng bolts.l

In thefposi-tion'ofthe parte', as showin'the 'cog-wli`e'el'z' isinits middle position in which it meshes neither kwith the cog-wheel g/,fnor with the cog-wheelgg. The disk brake To, d isdisengaged at the time being; y The rod or locking bolt g isl lockingtl'ieiod m2 and it is,

therefore, vimpossible to Amove the 'disk 'cl against the disk 'b by the lever'm, but the band bra/lie e can be actuated by thefootlever -Z,in that the-rod m1 is not locked;

VVhenthrough the operation of the foot lever-,the brake drum 03 is held inoperative by'tlie'bralre band c, thetransniission shaft f :will beroperated at second speed through the planetary gear train.

rJhe change speed gearing of my invention,

Vvtheref'ore,is soarrangedf that the first'fand third speeds are controlled by the-foot lever independently of the third speed, it Vbeing only' necessary i`n order to change frein the yfirstto`thethi'rd speed to shift the l'wheel i fromv engagement 4with the wheel g? into engagement with the wheel g. For the third speed, the wheel z' is put in neutral position where it is outof-engagement with both 'wheelsgg and g, and the Vfoot lever isiactu-ated so as tolrender the coupling dise CZ inoperative and the brake band c operative.

'The gearing arrangement shown and described is distinguished from the known one- 'coupling gearing arrangement with axially shiftable sets of change-wheels by the feature Y that a second friction coupling is provided.

The. object ofthis second friction couplingy is to Vobtain a medium speed lying between 'alower and ahigherone. Y

' 1. [Achange speedV gearing comprising drivi ing andl driven shafts, a friction.'coupling` associated with the driving shaft, a train of change speed gears including two shiftable gears upon the driving shaft, one of which controls the friction coupling and the second of which controls the change of speed, said gear train also including two additional Oears upon a countershaft, one ofv the additional gears being in mesh with the first of said shiftable gears, while the other of the additional Gears is arranged to be engaged by thesecond' ofthe shiftablev gears, and a planetary gear train connected independently with the driving shaft and one of the shiftable gears whereby itisy adapted to function either as a transmission" between said ldriving and driven shafts, or as a transmission between the second of said shiftableigears and said driven shaft.A

. 2. A change speed gearing comprising driving and driven shafts,a train of change speed Ygears;including Va ,shiftable gear, upon vthe driving shaft arrange'dfto control change of speed,` a sleeve on the driving shaft constitilting transmission from the shiftable gear,

driven gearing under-the control ofthe: dri-ving shaft and including a member' with which saidshiftable .gear is engageable so as to:be operated throughthe driven gearing and a planetary gear Vtrain connected separately with the' driving shaft and the shiftable gear wl'ierebyit is adapted to function either as a transmission between said sleeve and driven driving shaft and two cooperating gears rigid with the eountershaft, one of the gears on. the driving shaft being shiftable between the `other gear thereon and one of the gears on the countershaft wherebyV to Veffect change in speed, a sleeve on the driving shaft constituting. transmission from the shiftable gear,` Y a planetary gear train connected separately with the driving shaft and the shiftable gear whereby itis adapted to functioneither as a transmissionbetween said sleeve and driven shaft, or as a transmission between said driving and driven-shafts, and control means for f gearing associated with a Ydrivinr shaft, said change speed gearing including two gears upon-the driving shaft, a countershafh'two .gears on the countershaft cooperating -respectivelywith the gears onthe driving shaft, one of the gears on the driving shaft being shiftable between the other gear thereon` and yonepof the gears -onthe ,countersliaft ,whereby by to operate the to effect change in speed, a planetary gear train connected separately withV a member of the change speed gearing and with the driving shaft, and including a control for controlling transmission to -a driven shaft, and means for rendering the operative connection between the planetary gearing train and the driving shaft inoperative when said coupling is moved tofposition for operating the change speed gearing.

5. In a change speed gearing, the combination of a friction coupling, a change speed gearing associated with a drivingshaft,means for rendering the friction coupling operative and inoperative for driving the change speed gearing from the driving shaft, a planetary gear train connected separately with a member of the change speed gearing and with the driving shaft, and constituting transmission to a driven shaft,fcontrol means for rendering the planetary gear inoperative withrespect to the change speed gearing when it 1s operative with respectV to the driving shaft,-

to operate said planetary gear train at a different speed the power for which is received through said countershaft.

In testimony whereof I aflix my signature.

GNTER v. HEYMAN.

and a control common to the coupling and the control for the planetary gear whereby Y to prevent the operation of the change speed gearing through said coupling when the planetaryfgear is rendered inoperative with respect to the change speed gearing.

6. A motor vehicle change speed gearing having, in combination, a motor shaft and a driven shaft connected by a planetary gear train, a lfriction `coupling on the motor shaft including a gear part, a shiftable auxiliary gear on the motor shaft adapted tobe operated by said gear part and connected, independently of the motor shaft, with a member of the planetary train, a count-ershaft carrying a pair of gears, one of which is in mesh with said gear part to be-thereby operated for operating the r countershaft and second gear thereonwhich second gear is normally free, said auxiliary gearbeing shiftable in one direction to engage said gear part for receiving power whereby to operate the planetary train at one speed and also being shiftable in another direction to engagethe second countershaft gear for receiving power whereplanetary gear train aty a different speed.

7. A motor vehicle change speed gearing having, in combination, a motor shaft pro-V vided with d friction Coupling including a gear part, a driven shaft, a planetary gear train connected to operate the driven shaft` from the motor shaft, an auxiliary gear on the motor shaft,- means' connected tol be controlled by theauxiliaryl gear for operating the planetary gear train, said auxiliary gear adapted to be engaged with said gear part forfoperating the planetary gear train at one speed, a countershaft carrying a gear in mesh with said gear part to be thereby operated, a second gear on the eountershaft,

r and the said auxiliary ygear being shiftable 

